Self propelled golf bag cart

ABSTRACT

A self propelled golf bag cart assembly (10) is provided to allow a golfer to walk during a round of golf while having the golf cart (12) and the contents carried by the cart (10). The bag cart (10) includes a plurality of cooperative subassemblies for performing specific functions. The bag cart (10) includes a frame subassembly (16), a first drive wheel subassembly (18), a second drive wheel subassembly (20), a caster subassembly (28), a handle subassembly (30), and a hand grip subassembly (32). Each of the drive wheel subassemblies (18, 20) includes a shoulder (22), a motor (26), and a wheel (24) subassembly. Power and control is provided by directly driving a motor (118) associated with each wheel (24) through an electrical subassembly (38). The electrical subassembly includes a battery (48) and a variety of controlling components situated in a manual control box (34), a main power unit (54) the hand grip (32), and an optional remote control unit (36). The bag cart (10) is primarily characterized by direct independent drive of the wheels, compactiblity from a use mode to a storage mode, and precise user control from the hand grip (32), or the remote control unit (36). The primary expected usage of the self propelled golf bag cart assembly (10) is by individual golfers on walking courses.

This is a divisional of copending application Ser. No. 07/602,402 filedon Oct. 22, 1990.

TECHNICAL FIELD

The present invention relates generally to sporting goods and morespecifically to collapsable electrically powered golf bag carts. Thepreferred embodiment is a golf bag cart adapted to relieve the walkinggolfer of the burden of carrying equipment while allowing nearly thesame freedom of movement available to those carrying their own clubs.

BACKGROUND ART

Although the game of golf is a complex, often difficult endeavor, oneaspect of the game remains fundamental; golf equipment must be keptwithin close proximity of a golfer as he/she moves about the course.Frequently, a golfer will get to the golf ball and discover that the lieand surrounding conditions are not as expected. If all of the clubs arenot available for convenient selection a golfer will frequently make alow percentage shot with the wrong club rather than go to the trouble ofretrieving the correct club. Therefore, it is desirable to have theentire club selection at hand in the near vicinity of the ball. It isalso useful to have other contents of the golf bag, such as golf balls,umbrellas, and the like available for ready access.

Since the earliest beginnings of golf numerous methods have been devisedto accomplish this. Among the most popular are; the golf carry bag, withor without a stand mechanism, (adapted to be lifted and carried by thegolfer), the power cart (for transporting both the golfer(s) and clubs),and the hand-pulled cart. Although the carry bag is the most convenientmeans of transporting clubs it is also the most burdensome and strainingto a golfer. Conversely, the power cart is clearly the least strenuousmethod of transporting one's equipment, unless caddies are available, asituation which is becoming less common. However, in using a power carta golfer is foreclosed or discouraged from getting the exercise affordedwhile walking a round of golf (typically three to seven miles).

The hand-pulled cart ("pullcart") offers a golfer the ability to walk around of golf while avoiding the uncomfortable consequences of carryinga golf bag. Unfortunately, while being generally less strenuous thancarrying clubs, pulling a golf cart can also be demanding and put astrain on the golfer's back, in particular, especially when playingcourses having hilly terrain. Consequently, numerous inventors havesought to solve this problem by developing self-powered orpower-asserted golf bag carrying carts. Surprisingly, although severalversions have achieved some success, none of the prior art in this fieldhas been able to capture a significant share of the market for golfequipment transport devices. This is due in part to a variety ofdisadvantages inherent in the teachings. These disadvantages may beillustrated by a short discussion of the relevant art. Most of thesedevices may be grouped very generally into categories.

The first type is that which utilizes gasoline engines to empower a golfbag cart. An early example of this device is O. M. York CollapsiblePower Drive Golf Bag Cart", U.S. Pat. No. 3,232,367. Devices of thisnature may provide a collapsible powered golf bag cart, but they sufferthe disadvantages of; creating noise in an environment not accepting ofsuch noise, using an energy source susceptible to dangerous leakageduring storage and/or transport, and/or adding unnecessary weight.

Another category of prior art includes devices designed to power a golfbag cart by a single electric motor, mounted to a gear box means coupledto a drive shaft. Most often, these types of devices utilize a centraldrive shaft to directly drive either or both rear wheels. Examples ofthis type of golf bag cart are disclosed by U.S. Pat. No. 3,907,056 andU.S. Pat. No. 3,952,821. Although devices of this type have theadvantages of direct drive schemes they suffer disadvantages withrespect to collapsibility and maneuverability. Golf bag carts driven offa common drive shaft cannot maneuvered easily because one wheel may notbe slowed down or speeded up with respect to the other. Often thisproblem may be overcome by use of a differential gear. This solution,however, adds greater expense, weight and complexity to a productdesigned to be simple, lightweight and dependable. Moreover, directdrive of two wheels by a single draft shaft severely limits thecollapsibility by requiring disassembly and reassembly of the directdrive scheme each time the golf bag cart is utilized. A furtherdisadvantage of this type of golf bag cart is that the wheel base islimited to a set width. Often golfers may want a narrow wheel base inorder to negotiate a narrow path. Therefore a cart which has adjustablefeatures without jeopardizing the performance of the cart is preferred.

An effort to resolve many of the aforementioned deficiencies may befound in another category of prior art. The devices in this categoryattempt to drive each wheel independently by separate D.C. electricmotors. An early device along this line is disclosed by Perlowin in U.S.Pat. No. 3,893,532. This device makes use of separate electric motors todrive each wheel of a golf bag cart. The Perlowin patent teaches a drivetrain utilizing an elastic drive belt design and is especially aimed atallowing rearward motion without damage to the motor structures.Furthermore, the two motors are shown to be commonly controlled and willoperate at the same speed. Elastic belt systems are useful in avoidingdrive train damage from irregularity in terrain, but suffer thedisadvantage of being less efficient and more subject to wear then atrue direct drive system. Furthermore, a proper gear box design willsafeguard against any damage from irregular terrain, without requiringlarger electric motors or heavy drive trains. Finally, this structure isnot designed to be collapsible.

Another device along this line is disclosed by Nemeth in U.S. Pat. No.4,106,583. Although this device also has the advantages of dualindependent drive means, it suffers the disadvantage inherent in africtional differential scheme. Frictional differential structures areknown to be subject to breakdown over time.

Various commercial devices are also present in the golf marketplace.These include the "Powa Caddy" device, the "Condor" device byAuto-Caddy, Inc. of Los Altos, Cal., and the "Robo Caddy" device. Thesedevices have achieved some success but have not sufficiently met theneeds of potential users to the extent that they preclude improvedentrants into the field.

Each known example prior art suffers from one or more of severaldisadvantages, such as: (1) The drive train is not direct; (2) bothdrive wheels are driven off a common drive shaft; (3) the gear box isnot designed to withstand the random shocks and jolting experiencedduring operation on irregular terrain; (4) turning is impeded due to theinability to separately control the speed of each drive wheel; (5) thedevice is not adjustable to numerous positions; (6) the device is tooheavy to be managed by many users, especially when lifting into a trunkof a vehicle; and/or (7) the device is not collapsible to a manageablesize. Accordingly, a need remains in the marketplace for trulyeffective, collapsible, easy to use self-powered golf bag cart devices.

DISCLOSURE OF THE INVENTION

Accordingly, it is an object of the present invention to provide alightweight collapsible electrically powered golf bag cart.

It is another object of the present invention to provide an electricallypowered golf bag cart having a direct drive train scheme, withseparately powered wheels.

It is a further object of the invention to provide a motorized golf bagcart device which may have a small turning radius.

It is still another object of the present invention to provide amotorized golf bag cart device which is readily adaptable to remotecontrol.

It is yet another object of the present invention to provide alternatecontrol schemes to allow the user to select manual or remote control.

It is a still further object of the present invention to utilize thedrive motors as braking devices, thus preventing runaways.

Briefly, a preferred embodiment of the present invention is anelectrically powered motorized golf bag cart device adapted for use by agolfer who wishes to walk during a round of golf while having the burdenof carrying the equipment borne by the motorized device. The device isadapted to be electrically powered by a battery which may be readilyrecharged and/or replaced. Furthermore, the device is adapted to besufficiently lightweight to be easily lifted by the golfer and is alsoadapted to collapse in such a manner that it will fit in an averageautomobile trunk.

The self-propelled golf bag cart of the present invention is constructedof a plurality of functional subassemblies, each playing an importantpart in the overall function of the device. The primary structuralelement is a centrally located main frame subassembly. The main framesubassembly supports the golf bag and is supported above the ground by apair of drive wheel subassemblies and a separate caster wheelsubassembly. The drive wheel subassemblies each include furthercomponents in the nature of a wheel subassembly, a drive motorsubassembly and a shoulder subassembly. The shoulder subassemblyprovides for a collapsable and rotatable attachment of the wheelsubassembly to the main frame. A handle subassembly provides a means forthe user to hold, steer and control the cart. The handle subassemblyincludes a manual control box near the main frame subassembly, and, atthe end of the handle, a hand grip subassembly which is the primarymanually operable steering and control mechanism for the electricalcircuitry utilized to control the drive wheels. An optional remotecontrol subassembly is provided to allow the golfer to control the speedand direction of the golf cart from a remote position.

The preferred embodiment of the present invention is adapted to beutilized by golfers wishing to walk golf courses, including thosecourses which have steep terrain which can cause physical discomfort forthose carrying their equipment. The self propelled golf bag cart isadapted to provide great flexibility in steering and speed of movementas well as being stable on various types of terrain and to havesufficient power to handle steep hills and sufficient braking capabilityto descend steep hills without running away. The invention allows thegolfer to gain the benefits of walking the golf course without theconcurrent problems inherent in carrying the golf equipment on theshoulder or back or dragging a pull cart. This can be very helpful tothose golfers with physical problems such as back maladies. Thepreferred embodiment is adapted for use by a single golfer and carriesonly a single golf bag and the associated equipment.

An advantage of the present invention is that it allows the golfer towalk a golf course and obtain the inherent exercise benefits thereofwithout placing a strain on the body from carrying the equipment.

Another advantage of the present invention is that it is adaptable totravel to the very close proximity of the golfer when he/she reaches thegolf ball.

Another advantage of the present invention is that it is relativelylight in weight and is provided with wide-traction wheels, thus causinga minimum amount of potential damage to the terrain of the golf courseduring usage.

Still another advantage of the present invention is that the directdrive structure provided by the independent wheel motors permits precisecontrol and low-turning-radius steering of the device.

A further advantage of the present invention is that the electricaldrive motors provide a degree of braking force to the wheels such thatthe cart does not readily travel at speeds higher than those desired bythe user.

A still further advantage of the present invention is that the golf bagcart may be collapsed into a relatively small volume for easy storageand for containment in an ordinary automobile trunk.

Yet another advantage of the present invention is that the user maychoose to manually control the steering and speed of the cart from thehandle grip or may elect to utilize a remote control mechanism todeliver the golf bag cart to a desired location.

Still another advantage of the present invention is that the uniqueshoulder subassembly permits the wheels to be utilized and stored in avariety of discrete position for maximum utility and collapsibility.

A still further advantage of the present invention is that theutilization of a caster wheel in direct line with the handle allowsprecise steering and control.

These and other objects and advantages of the present invention willbecome clear to those skilled in the art in view of the description ofthe best presently known mode of carrying out the invention and theindustrial applicability of the preferred embodiment, as describedherein and as illustrated in the several figures of the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a self propelled golf bag cart accordingto the present invention, in use mode, showing a partially cut-away golfbag, including golf clubs, mounted thereon;

FIG. 2 is a perspective view of the main frame subassembly, the castersubassembly and the handle subassembly;

FIG. 3 is a right side elevational view of the caster subassembly;

FIG. 4 is a partially cut-away front elevational view of one of thedrive wheel subassemblies;

FIG. 5 is a perspective view of the shoulder subassemblies and theassociated portions of the main frame subassembly;

FIG. 6 is a perspective view of the preferred embodiment, showncollapsed for transport and storage;

FIG. 7 is a top plan view of the manual control box;

FIG. 8 is a cross-sectional view taken along line 8--8 of FIG. 2,showing the structure of the hand grip subassembly;

FIG. 9 is a top plan view of a remote control unit; and

FIG. 10 is a schematic illustration of the electrical subassembly.

BEST MODE OF CARRYING OUT THE INVENTION

The best presently mode of carrying out the invention is in the form ofa self propelled golf bag cart assembly adapted to carry a single golfbag and the associated contents. The preferred bag cart is electricallypowered, utilizing a rechargeable battery and may be controlled by theuser either manually, utilizing handle mounted controls, or by a remotecontrol mechanism. It is intended that the preferred golf bag cart beutilized by golfers who choose to walk during a round of golf whilehaving the burden of carrying the golf bag mechanically undertaken,without sacrificing convenience, maneuverability and transportability ofthe entire system.

The preferred embodiment of the present invention is a self propelledgolf bag cart assembly which is illustrated in a perspective manner inFIG. 1 and is designated therein by the general reference character 10.The preferred golf bag cart 10 is constructed to be generallysymmetrical about a longitudinal axis 11. In normal usage ("use mode",as shown in FIGS. 1 and 2), the longitudinal axis 11 will be offset fromthe vertical by between 20° and 30°. This allows for maximum rollingstability and accessibility of the controls and contents. In order toillustrate the use of the golf bag cart 10, it is illustrated with apartially cut away golf bag 12 shown as mounted thereon, with theprimary contents of the golf bag 12 being a plurality of golf clubs 14.

The golf bag cart 10 is an overall assembly which may be conceptualizedas being an aggregation of a variety of subassemblies, each adapted toserve a particular purpose. The primary structural element of the golfbag cart 10 is a main frame subassembly 16 which provides the primarysupport to the golf bag 12. The main frame subassembly 16 is supportedand propelled by a first drive wheel subassembly 18 (left wheelassembly, as illustrated) and a second drive wheel subassembly 20 (rightwheel assembly). Each of the drive wheel subassemblies 18 and 20includes, in a symmetrical fashion with the other, a shouldersubassembly 22, a wheel subassembly 24 and a motor subassembly 26.

Three point rolling (tricycle) support for the main frame subassembly 16is completed by the addition of a caster subassembly 28. The castersubassembly 28 is adapted to be "free wheeling" in such a manner that itprovides steering in a tricycle type fashion while the drive wheelsubassemblies 18 and 20 provides the motive power and primaryload-bearing support.

A handle subassembly 30 is mounted on the main frame subassembly 16along the axis 11 in a generally opposing fashion to the castersubassembly 28. The handle subassembly 30 terminates in a hand gripsubassembly 32 which includes the maneuvering control mechanisms for thegolf bag cart 10. The handle subassembly 30 also includes a manualcontrol box 34 which includes user settable controls and warningindicators.

An optional remote control subassembly 36 is also provided to allow thegolfer to control the speed and direction of the golf bag cart 10 from aremote location. The remote control subassembly 36 utilizes controlsignals delivered over radio, infrared or analogous electromagneticwaves to perform a subset of the same functions which may be manuallycontrolled from the manual control box 34 and the hand grip subassembly32.

An electrical subassembly 38 provides and distributes the motor powerand control signals for the golf bag cart 10. The electrical subassembly38 is dispersed throughout the golf bag cart 10 with portions situatedin each of the subassemblies except for the caster subassembly 28.

Although it is understood that the various subassemblies must becombined and interact in order to achieve all of objects and advantagesof the golf bag cart 10, it is appropriate to consider them in asomewhat separate manner for maximum understanding. Of course, theunitary construction has distinct advantages over prior art structureswhich often require assembly for use and disassembly for storage. Withthe exception of the electrical components, the various subassembliesperform more or less independent functions. Each of the subassemblies isspecifically constructed to perform these functions in the best knownmanner.

Referring now to FIG. 2 the main frame subassembly 16, the castersubassembly 28, and the handle subassembly 30 are illustrated in aperspective manner. In this illustration it may been seen that both thecaster subassembly 28 and the handle subassembly 30 are pivotallymounted to the main frame subassembly 16. In addition, the handlesubassembly 30 includes a second displaced pivot to allow maximumcollapsibility and adjustability to the user's preference.

The main frame subassembly 16 includes a central section in which theprimary structural members are first frame tube 40 extendinglongitudinally parallel to the primary axis 11 of the bag cart 10 and aparallel second frame tube 42 which is displaced from the first frametube 40. This structure provides a "ladder-type" chassis which providestwo-line support to the golf bag 12, thus eliminating the need forspecial support brackets found on many bag carts.

A bottom buttress tube 44 connects the lower ends of the frame tubes 40and 42. A battery mount plate 46 is mounted on the first and secondframe tubes 40 and 42 at a position above the bottom buttress tube 44.The battery mount plate 46 is adapted to support an electrical battery48 which provides the electrical power to the bag cart 10 throughconventional electrical wiring 49, extending therefrom. In the preferredembodiment 10, the battery 48 is a rechargeable lead acid battery havinga power rating of 28 to 30 AH, a voltage rating of 12 V and a typicallifetime of approximately 36 holes of golf prior to recharging. Thebattery 48 is of the same nature as standard automobile batteries and isadapted to be recharged by connecting to conventional battery chargerunits which may be connected to AC power sources, such as an ordinarywall socket. In addition to electrical power, the relatively heavybattery 48 also provides balancing ballast to help prevent the fullyloaded bag cart 10 from tipping forward toward the handle 30.

The interface between the first drive wheel assembly 18 and the mainframe subassembly 16 is provided at a first shoulder mount 50 which ismounted on the first frame tube 40. Similarly, a second shoulder mount52, which is secured to the second frame tube 42, provides theattachment point for the second drive wheel subassembly 20.

A main power unit 54 is mounted on the main frame subassembly 16 at aposition above the shoulder mounts 50 and 52. The main power unit 54contains electrical components (see discussion relating to FIG. 10,hereinafter) which modify, control and transmit the power deliveredthrough the electrical wiring 49 from the battery 48 into the power forcontrolling the motor subassembly 26 and the remainder of the electricalsubassembly 38. The main power unit 54 includes a main on/off powerswitch 55 (See FIGS. 6 and 10) for the electrical subassembly 38.

The first frame tube 40 and the second frame tube 42 terminate at theirrespective upper ends with a first upper pivot mount 56 and a secondupper pivot mount 58. The upper pivot mounts 56 and 58 provide anadjustable, fixable pivot mount for attaching the handle subassembly 30to the main frame subassembly 16 in a manner such that the angle of thehandle subassembly 30 to the main frame subassembly 16 may be adjustedto the comfort of the user and to also allow desired access to themanual control box 34. It is noted that, in the preferred embodiment 10,no upper corollary to the bottom buttress tube 44 is provided. Such amember is not considered necessary and could have an affect ofinterfering with the manner of which the golf bag 12 rests on the mainframe subassembly 16, so no such member is provided.

A first caster pivot mount 60 and a second cast pivot mount 62 areprovided at the interface between the frame tubes 40 and 42 and thecaster subassembly 28. The caster pivot mounts 60 and 62 are alsoattached to the bottom buttress tube 44 in such a manner that the bottombuttress tube 44 will rotate with a portion of each of the caster pivotmounts 60 and 62.

The construction of caster subassembly 28 may be seen in considerationboth FIG. 2 and of FIG. 3, in which the caster subassembly 28 isillustrated in a right side elevational view. The caster subassembly 28pivotally connects to the main frame subassembly 16 at the caster pivotmounts 60 and 62. A bag bottom support member 64 is a U-shaped memberwhich attaches at both end to the caster pivot mounts 60 and 62. The bagbottom support member 64 provides the support structure which holds thebottom of the golf bag 12 and prevent slippage. The dimensions of thebag bottom support member 64 are selected to provide solid support tothe frames of typical golf bags 12.

At the end of the golf bag bottom support member 64 (the bottom of the"U-shape"), a caster pivot tube 66 depends from the bag bottom support64 (see, esp., FIG. 3). The caster pivot tube 66 is a hollow memberadapted to receive a caster pivot pin 68 therein in a rotatable fashion.Once inserted within the caster pivot tube 66, the caster pivot pin 68is secured axially in position while remaining free to rotate, by a locknut 69 which attaches to the bottom of the caster tube 66. The casterpivot pin 68 is affixed to the top of a caster wheel mount 70 whichextends downward and attaches by way of a caster hub 71 to the casterwheel 72. The caster wheel 72, which is provided with a caster tiremember 74, provides a rolling tricycle support and steering wheelstructure which is aligned longitudinally along the axis 11 with thehandle subassembly 30, such that the caster subassembly 28 may beutilized for steering the entire golf bag cart 10. The dimensions of thecaster wheel 72 and the caster tire 74 are selected so as to provideeasy and compact folding of the device, as it is more thoroughlydiscussed in relation to FIG. 6 hereinafter, and also to provide aneasily steerable, yet broad-base, traction surface upon the ground.Since the caster subassembly 28 is a load bearing portion of the golfbag cart 10 it is desirable to have a broad traction surface on thecaster tire 74 to avoid any damage to the terrain of the golf course,particularly when sharp turns are being made.

The swiveling caster 28 allows the cart 10 to be turned easily while allof the wheels remain on the ground. This tripod aspect, with the supportstructure situated well above the ground which allows "climbing" overshallow curbs and the like without undue effort on the part of the user.

The structure of the handle subassembly 30 includes a segment in thevicinity of the manual control box 34 and another, pivotally, connected,segment extending outward to the hand grip subassembly 32. The sectorsurrounding the control box 34 includes a first box frame tube 76 whichattaches to the first frame tube 40 at the first upper pivot mount 56,and a second box frame tube 78, parallel to the first, which attaches tothe second frame tube 42 at the second upper pivot mount 58. A lateralhandle tube 80 extends between the opposing ends of the box frame tubes76 and 78 and is pivotally mounted thereon by way of a first handlepivot 82 and a second handle pivot 84. The manual control box 34 ismounted across between the box frame tubes 76 and 78 (See FIG. 7).

The handle pivots 82 and 84 allow the lateral handle tube 80 to rotateabout an axis perpendicular to the main axis 11 such that a longitudinalhandle tube 86, which is mounted on the lateral handle tube 80, may beadjusted as to height with respect to the golfer. The hand gripsubassembly 32 is mounted on the end of the longitudinal handle tube 86.The longitudinal handle tube 86 is rotably attached to the lateralhandle tube 80 such that the orientation of the hand grip 32 may bealtered for storage. The hand grip 32 may also be used to provide manualsteering, in much the same manner as conventional unpowered carts.

The manner in which the handle assembly 30 is caused to fold and rotatein order to achieve a compact storage and transport mode is discussedmore thoroughly in relation to FIG. 6 hereinafter.

Referring now to FIG. 4, the first drive wheel subassembly 18 (forexample only, the second drive wheel subassembly 20 being symmetricaland substantially identical in appearance and structure) is illustratedin a partially cut-away front elevational view. In this illustration thethree primary subassemblies which constitute the first drive wheelsubassembly 18 are illustrated to show respective interactions. Theshoulder subassembly 22 provides the mechanical connection between thewheel subassembly 24 and the main frame subassembly 16 and also providesa mechanism by which the position of the wheel subassembly 24 may beadjusted between the "use mode" of FIG. 1 and the "storage mode" of FIG.6. The motor subassembly 26 provides the interface between the shouldersubassembly 22 and the wheel subassembly 24 and also provides the powerfor driving the wheel subassembly 24.

The shoulder subassembly 22 is also illustrated in FIG. 5, which showsthe manner in which the opposing shoulder subassemblies 22 interfacewith the main frame subassembly 16 in order to provide specificpositioning and locking. FIG. 4 primarily illustrates the manner inwhich the shoulder subassembly 22 acts to connect the main framesubassembly 16 to the wheel subassembly 24.

It may be seen that the upper connection between the shouldersubassembly 22 and the main frame subassembly 16 is accomplished by aninterface between a shoulder plate 88 and the (first) shoulder mount 50.The shoulder plate 88 is a generally circular disk which is mounted soas to be flat against the shoulder mount 50, and is free to rotate withrespect thereto. Three arm members 89, being a center arm member 90, afirst outside arm member 92 and a second outside arm member 94 (seeFIGS. 5 and 6), are mounted on the outside face of the shoulder plate 88with the connections being arrayed at the apexes of an equilateraltriangle. Each of the arm members 89 is of similar construction andincludes an arm tube 96 forming the central span and a pair of endinserts 98, one located at each end. The end inserts 98 of each of thearms 89 is respectively connected by way of an end connector 100 to theshoulder plate 88 at the upper end and to a motor housing 102 at thelower end. The connection of the arms 89 to the motor housing 102 isalso in the form of an array of the apexes of an equilateral trianglewith the arms 89 being maintained in lateral separation with respect toeach other throughout.

The end connectors 100 and the end inserts 98 are pivotally connected toallow the arm tubes 96 to pivot only in a vertical direction in theorientation of FIG. 4, with the physical contact of the end connectors100 limiting the degree of motion. The arm tubes 90 are not permitted torotate with respect to the shoulder plate 88 or the motor housing 102.In this manner, the entire drive wheel subassembly 18 is slaved as torotational position to the shoulder plate 88 and the rotational locationof the wheel subassembly 24 will be determined by the positioning of theshoulder plate 88.

An arm lock member 104 is provided on the center arm 90 in order tosecure the relative position of the arm members in either a fullyextended position, such as shown in FIG. 4, or in a fully retractedposition as shown in FIG. 6. The arm lock member 104 of the preferredembodiment 10 is merely a pivoting bar member which wedges between orbeside the arm members 89. The arm lock 104 forces the center arm 90 andthe outside arms 92 and 94 on opposite sides of the arm lock 104 in theextended position (FIG. 4). The arm lock 104 is situated on the sameside of each of the arm members in the closed position (FIG. 6), therebypreventing the lateral separation of the outside arms 92 and 94 from thecenter arm 90, and thereby effectively preventing lateral extension ofthe wheel subassembly 24. In each case the position may be secured bythe arm lock 104 restricting only one direction of movement because theend inserts 98 and end connectors 100 prevent movement in any otherdirection.

As is more fully discussed in connection with FIG. 5, hereinafter, theshoulder plate 88 is connected to the corresponding shoulder plate 88 onthe second drive wheel subassembly 20 by three load-bearing cylindermembers 105 which extend laterally across the main frame subassembly 16.These include a first cylinder 106, a second cylinder 108 and a thirdcylinder 110. The cylinders 105 provide the load bearing structure forconnecting the shoulder subassembly 22 to the main frame subassembly 16.

The wheel subassembly 24 is attached to the motor subassembly 26 by aconnection between the wheel subassembly and a a drive shaft plate 112,which is part of the motor subassembly 24. The drive shaft plate 112rotates with respect to a gear box housing 114 as the drive shaft plate112 is turned by a gear structure 116 which is connected through thegearing mechanism to an electrical disk motor 118. The electrical diskmotor 118 provides the rotational energy to drive the wheel subassembly24. A plurality of wheel bolts 119 secure the attachment.

The preferred embodiment 10 includes a direct drive structure in whicheach of the wheel subassemblies 24 is directly driven by anindependently controlled motor subassembly 26. In this structure theelectrical disk motors 118 are connected through the gear structure 116to the wheel subassembly 24. The particular type of gear structure 116selected permits direct drive of the wheel subassembly 24 at speedswhich are appropriate to the average golfer and golf course. The speedis controlled by adjusting the power delivered to the motors 118, asdiscussed more fully with respect to FIG. 10. Furthermore, the gearstructure 116 is selected to operate with the electrical disk motor 118in such a manner that sufficient power is delivered to the wheelsubassembly 24 to drive fully loaded bag cart 10 up a relatively steepincline.

No differential mechanism is provided in the gear structure 116 since itis intended that the structure be direct drive in nature and that theelectrical disk motor 118 should provide braking force to the bag cart10 when desired. Thus, the magnetic structure of the electrical diskmotor 118 resist turning of the wheel subassembly 24 when the motor isoff and further resist to turning at a speed higher than the rotationalspeed of the disk motor 118, as selected by the golfer. This is highlydesirable at preventing runaways of the golf cart 10 on steep hills andalso to prevent the golf cart 10 from moving when the power is off. Theelimination of the differential capability obviates the need for othertypes of braking mechanism.

In the preferred embodiment 10 the type of disk motor 118 is selected isa SSW111S1 Pancake type DC motor. The gear structure 116 is selected tobe a multi-layer planetary gear structure having a gear reduction ratioof sixteen to 1. Both the motor 118 and the gear structure 116 areselected for lightweight durable construction as well as power androtational specifications. This is accomplished in order to minimizeweight for easy lifting by the average golfer and also to minimizevolume for storage capability.

Each wheel subassembly 24 includes a central hub 120 which is attachedto the drive shaft plate 112 by the wheel bolts 119. A spoke plate 122extends outward from the central hub 120 to a circumferential rim 124which supports a tire 126. The spoke plate 122 is selected to be thinand to have holes formed there through at various position (See FIG. 1and FIG. 6) to minimize weight. The spoke plate 122 in the preferredembodiment 10 is constructed of a strong, lightweight material such asaluminum or structural plastic. The spoke plate 122 is situated near theoutside edge of the wheel subassembly 24 such a very substantial portionof the motor subassembly 26 is physically located within the rim 124.This is desirable both to protect the motor structure and to maximizecompactability for storage. The rim 124 is a lightweight but strongstructural plastic having a width sufficient to support the tire 126such that the traction base is wide enough to avoid any damage to thegolf course. The tire 126, including traction ribs on the surfacethereof, while not pneumatic in nature, is selected to have a sufficientdegree of compressibility that it provides excellent traction and avoidscausing tearing of the terrain. A pliable rubber is selected for thetire 126 and in the preferred embodiment 10 the selection is naturalrubber, although certain synthetic rubber materials are also acceptable.

Referring now to FIG. 5, the interaction of the opposing shouldersubassemblies 24 with the main frame subassembly 16 is illustrated in aperspective manner. This illustration shows both shoulder subassemblies24 and the first and second shoulder mount plates 50 and 52. In thisillustration, the bag cart device 10 is shown with the drive wheelsubassemblies 20 and 22 in the rear and extended mode, which is standardfor use and is illustrated in FIG. 1. In this illustration the main axis11 is in the same orientation as FIG. 1.

It may be seen that the second shoulder mount plate 52 includes threearc-shaped cylinder receiving slots 127 which are adapted to receive theload bearing cylinders 105 which connect the opposing shoulder plates88. The same configuration exists on first shoulder plate 50, but is notvisible in this view. Each of the shoulder plates 50 and 52 includes afirst arc slot 128, adapted to receive the first cylinder 106 therethrough; a second arc slot 1 30 corresponding to the second cylinder 108and a third arc slot 132 corresponding to the third cylinder 110. Eachof the arc slots 127 allows the respective cylinder 105 to slide thereinfor a limited distance in an arcical fashion. This allows the shoulderplate 88 to rotate within a short arc about a central rotational axis,which axis is perpendicular to the main axis 11. The contact between thecylinders 105 and the receiving slots 127 provides the support of themain frame subassembly 16 on the shoulder subassembly 24. For thisreason, the cylinders 105 are relatively strong structural materials andthe shoulder mount plates 50 and 52 are thick in order to provide asolid support base.

The preferred embodiment 10 is adapted to be utilized in two differentrotational modes for the position of the wheel subassembly 24 withrespect to the longitudinal axis 11. In the use mode, shown in FIGS. 1and 5, the alignment of the arm members 90 is at an angle offset between60° and 70°, in the preferred embodiment 67°, from the angle of thelongitudinal axis 11 with respect to the ground. This means that in theuse mode the center arm members 90 will lie in a common, nearlyvertical, plane, thus providing maximum support to the main framesubassembly 16.

The positioning is maintained in this orientation by locking therotation of the shoulder subassembly 24 such that each of the loadbearing cylinders 105 is positioned at one end of the respective arcreceiving 127. A lock bar 134 is attached by a spring cord 136 to thefirst cylinder 106 is held thereby against the surface of a lock detent138 formed in each of the shoulder support plates 50 and 52. The lockbar 134 slides within the lock detent 138 between one terminal end,being defined as a use mode notch 140 (positioning illustrated in FIG.5) and a storage mode notch 142 (positioning illustrated in FIG. 6). Thelength of the lock detent 138 is selected to allow the shoulder plate 88to rotate 67° such that the drive wheel subassembly 24 may rotatebetween the use of mode FIG. 1 and storage mode of FIG. 6, at whichpoint the center arm members 90 are arrayed in a generally verticalplane and are essentially parallel to the longitudinal axis 11.

Referring now to FIG. 6, the storage mode of the golf bag cart 10 isillustrated. In this mode, it may be seen that the golf bag cart may becompactly folded such that it occupies a minimum volume for storage andtransport. The handle subassembly 30 is rotated such that thelongitudinal handle tube 86 extends downward and parallel to the frametubes 40 and 42 and logitudinal handle tube 86 is turned sideways suchthat the hand grip 32 is generally parallel to the bottom buttress tube44. In this manner the handle subassembly 30 is folded inward to occupyminimum space.

Similarly, the caster subassembly 28 is folded inward by rotating thebottom buttress tube 44 on the caster pivot mounts 60 and 62 such thatthe caster wheel 72 is folded upwards and locked into the space directlybeneath the battery 48. In this position the bag bottom support member64 acts as a base to hold the bag cart 10 in a vertical orientation forstorage.

The drive wheel subassemblies 18 and 20 are then rotated on the shoulderplates 88 from the use mode notch 140 to the storage mode notch 142. Thedrive wheel subassemblies 18 and 20 are also compressed laterally fromthe expanded or spread mode illustrated in FIGS. 1 and 3, with the armlock 104 extending between the arm members 89 to the flat modeillustrated in FIG. 6 where the arm lock 104 extends on the same side(inside) of each the arm members 89. In the storage mode of FIG. 6, theinside surfaces of the tires 126 abut against the main frame tubes 40and 42, thus causing the drive wheel subassemblies 18 and 20 to occupy aminimal volume.

In the preferred embodiment 10 the maximum extended length of the device10 from the tip of the caster wheel 72 to the end of the hand gripsubassembly 32 is 14 cm, the front to back maximum distance is 124 cm(49 in), the maximum height is 98 cm (38.5 in) and the maximum widthbetween the exterior edges of the opposing wheel subassemblies 24 is 71cm (28 in). On the other hand, in the compressed storage mode of FIG. 6,the height of the device is 87.5 cm (34.5 in), the depth is 36 cm (14in) and the maximum width at the wheels is 46 cm (18 in). The compressedstorage mode is thus small enough to fit into the average automobiletrunk.

Referring now to FIG. 7, the manual control box 34 is illustrated in atop plan view, with the bottom of the drawing corresponding to the edgeof the control box nearest the lateral handle tube 80. In thisillustration that it may be seen that the manual control box 34 includesa box frame 144, shown in phantom, in which the electrical andelectronic components are contained, and a cover plate 146 which mateswith the box frame 144. The cover plate is shown to have a pair ofattachment extensions 148 extending beyond the lateral edges of the boxframe 144. The attachment extensions 148 serve the purpose of attachingthe control box 34 to the first box frame tube 76 and the second boxframe tube 78.

A variety of user accessible controls are situated on the cover plate146. Centrally located is a timer control 150. The timer control 150 isa rotatable control knob which allows the user to set the golf bag cart10 for automatic forward motion for a specific desired length of time.The period of time selected is indicated by setting the timer control150 with respect to a timer arrow mark 152 formed or marked on the coverplate 146. For typical usage, the timer circuitry (not shown) will beadjusted to allow the minimum setting on the timer control knob 150 tobe approximately five seconds while the maximum setting is approximatelyfifteen seconds. When the timer control knob 150 is moved to an onposition the cart will proceed in a straight line for the period of timeindicated, with the speed of the cart having been previously set by theuser using the handle grip 32 or the remote control 36.

The manual control box 34 also includes elements relating to the powerremaining in the battery 48. A low battery buzzer switch 154 is providedto permit the user to activate or deactivate an audible buzzer which isset to indicate when the power remaining in the battery 48 is becomingunacceptably low. The battery buzzer switch 154 is in a nature of aslide or wheel switch which may be set to either "on" or "off" and mayalso include a feature which allows adjustment of the volume of thebuzzer. When the battery buzzer switch 154 is in the on position theuser will be warned of a low battery condition by an audible buzz whichmay be turned off by moving the battery buzzer switch 154 to the "off"position.

The condition of the battery 48 is further indicated to the user by aset of indicators lamps 156 the ends of which extend through the coverplate 146. In the preferred embodiment 10 the indicator lamps include agreen lamp 158, an amber lamp 160 and a red lamp 162. In the preferredembodiment 10 the green lamp 158 is utilized to indicate that the unitis turned on and also the power of the battery 48 is sufficient fornormal operation (that is, more than nine holes of operation on a golfcourse of standard terrain.) The amber lamp 160 is utilized to indicateto the user that the power reserve level has dropped below the nominalfull charge level and that the user should recharge the battery 48 priorto disembarking the club house onto the golf course. The amber lamp 160is ordinarily used to indicate three to eleven nominal golf holes ofpower remaining in the battery. The red lamp 162 is utilized to indicatean extremely low battery condition. In the preferred embodiment 10 thered lamp 162 is first activated when the battery power is approximatelysufficient for three more holes of typical usage. This should indicateto the user that it is time to head back to the clubhouse and to notrely on the cart for more than a very few more holes.

It is noted at this point that the direct drive structure of the wheelsubassemblies 24 and the motor subassemblies 26 cause the disk motor 118to be engaged with the wheel subassembly 24 at all times. Therefore, inorder to manually push or pull the device 10, the user must overcome thebraking force provided by the disk motors 118. The disk motors 118 areselected to have sufficient braking force that runaways are prevented onhilly surfaces, but not so much that the force cannot be overcome.However, the average user would not want to push or pull the cart 10 foran extended distance with a dead battery.

An optional remote control receiver module 164 is also adapted to becontained within the manual control box 34. The remote control module164 is illustrated in phantom in FIG. 7. In this illustration it may beseen that the remote control module 164 includes a receiving antenna 166and a frequency selector module 168 The function and operation of theoptional remote control module 164 will be discussed more thoroughly inrelationship to the discussion of the remote control unit 36 illustratedin FIG. 9.

Referring now to FIG. 8, the control structure of the hand gripsubassembly 32 is illustrated in a cross-sectional view. This view ispartially in cross-section and partially shows the hand grip subassembly32 as being disassembled. The disassembly is possible because the handgrip subassembly 32 includes an exterior grip frame structure 170 whichis formed utilizing a first frame half 172 and a second frame half 174(shown as having been removed in FIG. 8, but shown as being attached inFIGS. 1, 2 and 6). The first frame half 172 and the second frame half174 are adapted to be separable. In use, the halves 172 and 174connected together by a virtue of a plurality of matching attachmentposts 176 which are formed in each of the frame halves 172 and 174.

Each frame half 172 and 174 is formed in a general "T" shape andincludes a handle tube portion 178 which extends about a portion of thelongitudinal handle tube 86, and a grip tube portion 180 formed at rightangles to the handle tube portion 178. The handle tube portion 178 isprovided, in the preferred embodiment 10, with a plurality ofreinforcing ridges 182. Both the handle tube portion 178 and the griptube portion 180 are substantially hollow to receive other components ofthe hand grip subassembly 32.

An insert member 184 is adapted to fit inside the handle tube portion178 and provide the interface between the grip frame structure 170 andthe longitudinal handle tube 86. The insert member 184 includes a handleinsert portion 186 which is adapted to fit inside the hollowlongitudinal handle tube 86 and to be secured therein either by anadhesive 188, as shown, or by a frictional fit or some other securingmethod. A stop ring 190 formed on the insert member 184 limits thedegree to which the handle insert portion 186 may be inserted into thelongitudinal handle tube member 86 and also provides the greatestdiameter portion of the insert member 184 to allow the handle tubeportion 178 to rotate smoothly about the insert member 184. A secondring, designated as a rotational ring 192, is situated on the insertmember 184 at a position longitudinally displaced from the stop ring190, to provide a balanced rotation base.

A center portion 194 of the insert member 184 extends between the stopring 190 and the rotational ring 192. Within the center portion 194 areformed a pair of rocker aperture 196 which are adapted to fit over twoof the attachment posts 176 formed in the frame halves 172 and 174. Whenthe frame halves 172 and 174 are mated together the mated attachmentposts 176 will extend through the rocker apertures 196 and hold theinsert member 184 in place within the handle tube portion 178. Therocker aperture 196 are sufficiently larger than the dimensions of theattachment post 176 to allow rocking motion of the grip frame structure170 with respect to the insert member 184.

The portion of the insert members 184 situated beyond the rotationalring 192 from the center portion 194 includes a spring tube portion 198which partially circumferentially surrounds a spring member 199. Thespring member 199 is held in place within the spring tube portion 198 bya terminal spring washer 200 held in position by a spring screw 202secured into a screw post 204 adjacent to the rotational ring 192.

The ends of the spring member 199 are formed to extend radially outwardfrom the insert member 184 and to engage the handle tube portion 178.These ends include a first spring tip 206 and a second spring tip 208which are arrayed on opposite sides of a separation protrusion 210formed on the insert member 184. Since the force bias of the springmember 199 is arranged so as to urge the spring tips 206 and 208circumferentially toward each other, the separation protrusion 210 isnecessary to limit such movement. The spring tips 206 and 208 arepositioned within the handle tube portion 178 in such a manner that theybracket a limiting protrusion 212 formed in the interior surface of thehandle tube portion 178. The positions of the spring tips 206 and 208limit the amount of rotation of the hand grip structure 170 with respectto the insert member 184 (rotation is limited to 50 to 60 degrees total,25 to 30 degrees in each direction). The spring tips 206 and 208 arebiased by the spring ember 199 so as to urge the hand grip structure 170to a rotational position which is midway between the extremes providedby the biasing force of the spring member 199. The strength (resistance)of the spring member 199 is selected such that the golfer may readilypartially rotate the hand grip 32 with respect to the longitudinalhandle member 84 when desired, but to be strong enough to resistinadvertent rotation. This arrangement and selection results in thespring tips 206 and 208 maintaining a balanced (self-centering)orientation, with the grip tube portion 180 extending upward (FIGS. 1and 2) until the golfer applies a rotational force to the hand grip 32.In this orientation, as is also shown in FIG. 8, the center portion 194is essentially flat with respect to the major axis of the hand gripportion 180.

A rocker switch 214 is mounted within the grip tube portion 180, onproperly situated mounting protrusion 216 formed on the interior surfaceof the grip tube 180, so as to be held in position with the rockerswitch 214 having a pair of arms bracketing the center portion 194 ofthe insert member 184. When the hand grip 32 is rotated with respect tothe longitudinal handle tube 86, the center portion 194 will be rotatedsuch that one or the other of the arms of the rocker switch 214 will beactivated. The rocker switch 214 is utilized to send signals relating toturning the cart 10 to the electrical subassembly 38. When the userrotates the hand grip 32 on the handle tube 86, the activation of therocker switch 214 will cause power to be cut to either the first drivewheel subassembly 18 or the second drive wheel subassembly 20, dependingupon the direction of rotation. This will allow one wheel to continuerotating while the other is effectively stopped, thus providing theturning of the device. In this manner, the golfer can manually controlthe direction of the golf cart 10 by rotating the handle grip 32 aboutthe longitudinal handle tube 86.

The electrical signals from the rocker switch 214 are delivered over theelectrical wiring 49 to a circuit board member 218 situated within thegrip tube 180. The circuit board tube 218 is also supported on supportprotrusions 216 formed within the grip frame structure 170. The circuitboard 218 provides a location in which the various control signals whichare generated within the hand grip subassembly 32 are collated anddelivered to the remainder of the electrical subassembly 38.

The circuit board 218 includes, mounted on one side thereon, anactivation switch 220. The activation switch 220 is adapted to mate witha switch button 222 which extends through a button aperture 24 in theside of the grip frame structure 170 such that the switch button 222 isaccessible to the golfer. The activation switch 220 is a "click-on,click-off" type which is put in the "on" position by one push of theswitch button 222 and is converted to the "off" position by a secondpush of the switch button 222. A biasing spring 226 is provided to urgethe switch button 222 out of direct contact with the activation switch220 when the golfer does not wish to change the "on" or "off" positionof the motor.

The activation switch 220 is utilized to be a secondary "on/off" controlfor the golfer. In order for the golf cart 10 to operate the main"on/off" switch 55 must be in the "on" position to allow power to bedelivered to any of the components of the electrical subassembly 38.However, when the golfer determines that it is appropriate to manuallyactivate the golf cart 10 to move forward, the golfer must eitherutilize the timer control 150 situated on the manual control box 34 ormust utilize the activation switch 220 on the handle grip 32. Either ofthese methods will result in power being delivered to the motorsubassembly 26 and cause the golf cart 10 to move forward.

The speed at which the golf cart 10 is adjusted by the golfer from thehand grip subassembly 32 by utilization of a speed control knob 228,situated at the end of the grip tube portion 180. The speed control knob228 may be rotated to control a variable resistor 230 which is mountedwithin the grip tube portion 180 on support protrusion 216 and held inposition by a fastening nut 232. The speed control knob 228 and theassociated variable resistor 230 are used to modify the effective powerbeing delivered to the electrical disk motors 118 and thus to controlthe rolling speed of the golf cart 10. In this manner, the golfer maycontrol the speed of the golf cart 10 from the handle grip 32 towhatever walking speed or travel speed is desired.

The output of the variable resistor 230 is delivered to the circuitboard 218 where the signals from the variable resistor 230, the rockerswitch 214 and the activation switch 220 are then fed into a gripcontrol cable 234 which carries the electrical signals from the handgrip portion 32 to the remainder of the electrical subassembly 38, as ismore thoroughly discussed in respect to FIG. 10.

The final mechanical portion of the golf cart assembly 10 is theoptional remote control subassembly 36. By utilizing the remote controlunit 36 the golfer may control the speed and direction of the golf cart10 from a position wherein it is not comfortable or feasible to utilizethe manual controls located on the manual control box 34 and the handlegrip subassembly 32..

As illustrated in FIG. 9, the remote control subassembly 36 includes acontroller case 236 which has a variety of elements enclosed therein.Some of the significant elements are illustrated in phantom in FIG. 9.These include a remote battery 238 which provides power to theelectrical components of the remote controller 36, a frequency selectormodule 240 which is adapted to be set at the same setting as thefrequency selector module 240 of the manual control box 34, thusallowing the modules to communicate properly. A transmitter 242 is alsosituated within the remote controller 36 for transmittingelectromagnetic signals to the antenna 166 situated within the manualcontrol box 34. A remote on/off switch 243 is also utilized to provide amaster power activation mechanism for the remote control unit 36

A variety of user selectable control elements are accessible on thesurface of the controller case 236. These includes three speed controlbuttons 244 which are utilized to activate and control the speed of thegolf bag cart 10. The speed control buttons 244 include a slow button246, a medium bottom 248 and a fast button 260. The user may push any ofthe speed control buttons 244 to send a signal to the golf bag cart 10to proceed forward at a relatively low, medium or fast speed, at theuser's option. The power levels of the power delivered to the electricaldisk motors 118 by activation of the various speed control buttons 244are preselected and programmed into the remote control module 164.

The speed control buttons 244 each operate to combine the functions ofthe activation switch 220 and the speed control knob 228 of the handgrip subassembly 32. The speed control buttons 244 both activate thepower delivery to the disk motors 118 and also set the level of powerdelivery. A large centrally located stop button 252 on the remotecontroller 36 provides the means for sending a stop command to the golfcart 10. The stop button 252 cuts power to both motors 118 and causesthe golf cart 10 to cease motion.

The direction of travel of the golf cart 10 may also be controlled bythe user utilizing the remote controller 36. A pair of directionalcontrols 254 are provided on the controller case 236. The directionalcontrols 254 include a left button 256 and a right button 258. Bypushing one of the directional control buttons 254 the user accomplishesthe same effect as manually rotating the grip tube portion 180 of thehand grip 32. Thus the directional controls buttons 254 correspond infunction to the rocker switch 214 in that activation of the directionalcontrol 254 cuts power to one or the other of the drive wheelsubassemblies 18 and 20. In this manner, the golfer is able to controlthe speed and direction of the motion of the golf cart 10 from a remotelocation.

The interconnection of the electrical subassembly 38 is illustrated in ablock diagram type schematic fashion in FIG. 10. In this illustration itmay be seen that the electrical subassembly 38 controls andinterconnects the various functions of the other subassemblies. Theportions of the electrical subassembly 38 which are contained in thepreviously described subassemblies are illustrated in FIG. 10 as beingsurrounded by dotted lines. It is understood that the various individualcomponents are shown in block diagram and schematic fashion only and arenot specific as to the precise nature of the components. The componentsutilized are conventional in nature and would be readily recognized bythose skilled in the art.

The electrical power from the battery 48 is carried through theremainder of the electrical subassembly 38 by a variety of electricalwires 49, sometimes combined into cables such as the grip control cable234. The terminals of the battery 48 are connected to the main powerunit 54 and initially delivered to the on/off power switch 55. The mainon/off power switch 55 is manually activated by the user. A of theelectrical subassembly 38 to operate. An adjunct of the circuit includesbattery power analyzer 260 which is utilized to analyze the amount ofpower remaining in the battery 48. One output of the battery poweranalyzer 260 is delivered to the manual control box 34 and specificallyto the low battery buzzer 154 and the battery level indicator lamps 156.As discussed previously, depending upon the level of power remaining inthe battery 48 the appropriate indicator lamp 156 will illuminate sothat the user is aware of the number of holes of operation that areremaining in the battery 48. When the battery 48 reaches a selected lowlevel where it is necessary to warn the user that the power is about torun out, the battery buzzer 154 is activated.

A further output of the battery power analyzer 260 is delivered to a lowbattery cutout switch 262. The low battery cutout switch 262 interruptsthe power circuit for delivering power to the electrical motors 118 whenbattery power level drops below a preselected minimum. The low batterycutout switch 262 is necessary to prevent damage to the motors 118 byoperating them at a lower voltage than their voltage rating.

From the on/off power switch 55, one side of the line goes to anovercurrent cutout analyzer 264. The overcurrent cutout analyzer 264 isutilized to prevent unduly high current being delivered to theelectrical motors 118, which excess current could cause damage.

From the overcurrent cutout analyzer 264 this side of the line goesdirectly to each of the electrical motors 118 contained in the firstpower drive wheel subassembly 18 and the second power drive wheelsubassembly 20.

The opposite side of the circuit delivers power from the on/off powerswitch 55 to a pulse width modulator subcircuit 266. The pulse widthmodulator subcircuit 266 modifies the effective power delivered to themotors 118 by altering the pulse width of the cycles without alteringthe voltage. This is also desirable in order to obtain successfuloperation of the motors 118 without potential damage. Input to the pulsewidth modulator subcircuit 266 is received from the variable resistor230 attached to the speed control knob 228 and also from the speedcontrol buttons 244 of the remote control unit 36. The speed controlsignal delivered to the power modulator 266 are delivered equally toeach of the wheels 18 and 20 such that, unless other components areactivated, the wheels will turn at the same speed. The pulse widthmodulator 266 outputs power signals to a first field effect transistor(FET) 268 and a second field effect transistor 270. The FET's 268 and270 actually provide the modified drive current to the electrical motors118 of the first drive wheel subassembly 18 and the second drive wheelsubassembly 20, respectively.

From the respective FET's 268 and 270 the circuit is continued andcompleted by connection to the respective drive motors 118. In eachcircumstance the circuit may be interrupted intermediate the FET's 268and 270 and the respective drive motors 118 by a first cutout relay 272or a second cutout relay 274. The cutout relays 272 and 274 are utilizedto interrupt the power to one of the respective drive motors 118 whenthe user wishes to turn the golf cart 10. The turning is accomplished bycutting power to one drive wheel subassembly while maintaining power tothe other, thus causing the power drive wheel to turn the golf cart 10.The input to the cutout relays 272 and 274 is derived from the rockerswitch 214 in the hand grip 32, in manual control mode, or from thedirectional controls 254 on the remote control unit 36. In this manner,the first cutout relay 272 and the second cutout relay 274 may beoperated independently to accomplish maneuvering of the golf cart 10.

The cutouts relays 272 and 274 may also be utilize in tandem to providemethods of cutting power to the entire drive circuitry. The normaloperation of the unit 10 has the cutout relays 272 and 274 in the openposition with no power being delivered to either of the drive wheelsubassembly 18 or 20. The circuit is completed by mutually closing thecircuits with the motors 118 by mutually activating the cutout relays272 and 274 when an activation signal is received from either of theactivation switch 220, the timer 150, or one of the speed controlbuttons 244 of the remote control unit 36. An appropriate signal fromany of these sources will complete the drive circuitry and deliver themodulated power to the electrical motors 118 and thus cause the golfcart 10 to move forward. It is noted that nothing in the electricalsubassembly 38 provides a reverse directional operation for the motors118. The entire unit 10 is manufactured to be light enough in weight sothat it may be manually maneuvered, if it is necessary to proceed in areverse direction. Therefore, no reverse motor control is required.

As shown in FIG. 10, the various electrical control signals from theremote control unit 36, the handle grip subassembly 32 and the manualcontrol unit 34 are distributed and controlled by a second circuit board276, situated within the manual control unit 34. The second circuitboard 276 relays and distributes the control signals through the powercircuitry, primarily the pulse width modulator 266 and the cutoutsrelays 272 and 274.

The components utilized in the electrical subassembly 38 areconventional in nature and are well known to those skilled in the art.Substitution of various components is possible without altering theoverall performance of the invention 10. Alternate circuit arrangementsare also contemplated.

Those skilled in the art will readily observe that numerous othermodifications and alterations of the apparatus and assemblies of thepresent invention may be made while retaining the teachings of theinvention. Accordingly, the above disclosure is not intended as limited.The appended claims are therefore to be interpreted as encompass theentire spirit and scope of the invention.

INDUSTRIAL APPLICABILITY

The self propelled golf bag cart assembly 10 of the present invention isadapted for use in any circumstance wherein a person wishes to walkduring a round of golf while having the burden of the golf bag and clubscarried by a mechanical device. As such, the invention 10 is adapted tobe utilize on any of over thousands of golf course in which golfers arepermitted to walk and to utilize bag cart devices. The invention 10 iseven adapted for utilization on particularly hilly courses since it hassufficient power to climb most inclines and also has braking capabilityto prevent runaways.

A description of a typical usage of the self powered golf bag cart 10 ofthe present invention follows. Ordinarily, the cart 10 will be stored inan automobile truck or, more typically, in a garage or closet betweenusages. During this time the battery 48 will ordinary be connected to aconventional battery charger unit to charge the battery 48 to full powerand maximum usage potential.

The fully charged cart 10 would then be transported to the golf courseand converted from the storage mode of FIG. 6 to the use modeillustrated in FIGS. 1 and 2. This is accomplished by rotating thecaster subassembly 28 about the bottom batteries tube 44 and the casterpivot mount 60 and 62 to the use position in which circumstance thecaster wheel 74 extends downward.

The handle subassembly 30 is rotated out so that the hand grip 32 is atan appropriate height for the user and the grip tube 170 is verticallyoriented. The drive wheel subassemblies 18 and 20 are also moved fromthe storage position of FIG. 6 to the use position of FIG. 1. This isaccomplished in two steps. The lock bar 132 is manually pulled toovercome the urging force of the spring cord 136 so that the lock bar134 is disengaged from the storage mode notch 142. The shoulder plates88 are then manually rotated to a position where the load bearingcylinders 105 are rotated to the opposing ends of the respectivecylinder receiving slots 127 and the lock bar 134 is aligned with theuse mode notch 140. Releasing the lock bar 134 into the use mode notch134 will then secure the shoulder plates in position.

The shoulder subassemblies 22 are then extended laterally by disengagingthe arm lock 104 from the storage mode position and manually extendingthe wheel subassemblies 24 outward from the longitudinal axis 11. Whenthe maximum extension has been achieved (FIG. 1), the arm lock 104 isthen moved into position to hold the arm members 89 in a separatedorientation so that the wheel subassemblies 24 are at maximum separationfrom each other.

At this point, the golfer would ordinarily place the golf bag 12,including golf clubs 14, on the golf bag cart 10 in such a manner thatthe bottom of the golf bag 12 is supported by the bag bottom supporttube 64 and the tube portion of the golf bag 12 is supported on thefirst frame tube 40 and the second frame tube 42. The golfer may electto secure the golf bag 12 to the golf cart 10 by straps, cords or othermeans or the golfer may rely on gravity to hold the golf bag 12 inplace.

When the golf bag cart 10 has been converted to the use mode and thegolf bag 12 has been secured thereon, the cart 10 is ready for selfpowered operation. In order to accomplish the self powered operation,the golfer will turn the main on/off switch 55 to the "on" position toactivate the power to the electrical subassembly 38. The golfer thenmakes a selection as to whether is desirable that the golf cart 10 beoperated by manual controls or by remote control. In the event that thegolfer selects manual control the hand grip 32 is a primary controlmechanism, in remote mode the remote control unit 36 is utilized. Theelectrical subassembly 38 includes components allowing both methods tobe concurrently utilized, with the remote signals overriding contrarymanual signals.

The golfer may manually activate the golf bag cart 10 by depressing theactivation button 222 on the activation switch 220. The switch button220 is situated on the hand grip 32. The golfer may then walk behind thegolf bag cart 10, while holding the hand grip 32, and utilize thecontrols of the hand grip 32 to control the cart 10. It is noted that inoperational usage, the caster subassembly 28 is the leading component ofthe motion of the golf cart 10 while the handle subassembly 30 is thetrailing component.

The golfer may stop the motion of the cart 10 by a second pressing ofthe activation switch button 222. The speed control knob 228 may beutilized to adjust the speed of the bag cart 10 to the golfer's desiredwalker speed.

When it is desired to turn the cart to the left or the right, the handlegrip 32 is then rotated about the axis of the longitudinal handle tube86 such that the rocker switch 214 is activated. When a turn is desireda rotation of the grip tube portion 180 will activate the rocker switch214 such that power is cut to either of the first drive wheelsubassembly 18 (left turn) or the second drive wheel subassembly 20(right turn). The turn mechanism is self-centering and will revert tostraight line motion when the grip tube 180 is released.

In this manner the golfer may manually control the motion, speed anddirection of the golf bag cart 10 from the hand grip 32 while walkingalong behind the cart 10. If no turns are anticipated the golfer needonly initiate motion of the cart 10 by a push of the activation switch222 then walk along beside the cart with no additional control untilstoppage is desired, in which case a second push of the activationswitch 220 will stop the cart 10. A simple joggling of the grip tubeportion 180 may be utilized for fine turning control from a walkingposition by the cart 10.

Another method of achieving straight line translation without the golfermaintaining a grip on the hand grip 32 utilizes the timer control 150situated on the manual control box 34. The golfer may set the timercontrol 150 to activate the electrical disk motors 118 for a selectedperiod (5 to 15 seconds in the preferred embodiment 10). By turning thecontrol knob 150 to a desired length of time, the golfer may send thecart 10 ahead for this length of time in an unattended mode. Even whenutilized in timer mode the direction of the cart may be modifiedutilizing the handle grip 32, if desired. However, the cart 10 my beleft totally unattended to traverse a straight path way during the timeof mode operation.

In the event that the golfer desires to use the golf cart 10 in remotecontrol mode the optional remote control unit 36 must be utilize. If theremote control mode is to be utilized the manual control box 34 must beequipped with the optional remote control module 164 and a receivingantenna 166. Furthermore, the frequency selector module 168 of themanual control box 34 and the frequency selector 240 of the remotecontrol unit 36 must be set to the same position such that the remotecontrol unit 36 may communicate effectively with the remote controlmodule 164. The preferred remote control module 36 utilizes radiofrequency control transmission mechanisms. The remote on/off switch 243is put in the "on" position to initiate control signal transmission.

Assuming that the remote battery 238 has sufficient power to deliversignals through the transmitter 244, the golfer may then control theoperation of the golf cart 10 utilizing the remote control unit 36. Whenforward motion is desired the golfer merely activates one of the threespeed control buttons 244 (FIG. 9). The various speeds for the slowbutton 246, the medium bottom 248 and the fast button 250 would havebeen preset and the degree of power delivered to the drive wheel module18 and 20 through the respective FET's 268 and 270 and the pulse widthmodulator 266 will be adjusted accordingly. When the user wishes to stopthe motion of the golf bag cart 10 utilizing the remote control unit 36,it is necessary to press the stop button 252. Pressing the stop button252 sends a signal to the remote control module 164 which activates thesecond circuit board 276 and opens the drive power circuitry bysimultaneously opening the first cutout relay switch 272 and the secondcutout relay switch 274. This stops the delivery of power to theelectrical disk motors 118 and stops the cart 10.

When a golfer wishes to turn the self powered golf bag cart 10 thedirectional controls 254 are utilized. The left button 256 results in aleft turn by operating in a manner similar to the rocker switch 214 andcutting power to the first drive wheel subassembly 18. Similarity, theright button 258 cuts power to the second drive wheel subassembly 20 andresults in a right turn. The duration of the turn will be controlled bythe duration of pressing at the appropriate directional control button254. By maintaining pressure on one of the directional controls button254 the golfer could cause the golf bag cart 10 to turn around in atight circle, should this be somehow desirable. Release of thedirectional control button 254 restores power to the deactivated drivewheel subassembly and results in straight line travel once again.

The golfer should maintain an awareness of the condition of the batterypower level indicator lamps 156 on the manual control box 34. The lamps156 provide the user with an indication as to how much power remains inthe batter 48 and as to whether the golfer should continue to utilizethe golf cart 10 for additional holes of golf. Especially when the redlamp 162 is illuminated, the golfer should consider immediatelyreturning to the club house or the vehicle so that the battery 48 may berecharged prior to further usage.

As shown above, the self powered golf bag cart 10 of the presentinvention is extremely versatile and simple for use by the averagegolfer. The golf bag cart 10 is adapted for use on all varieties ofterrain upon which a rolling vehicle may be taken. The structure of thecart 10 is especially selected to provide excellent traction whileminimizing potential damage to the fairways and other grounds of thegolf course. Accordingly, the inventive golf cart 10 is likely to beaccepted by golf course owners when other power vehicles areunacceptable.

For all of the above reasons, in light of the objects and advantages setforth above, it is expected that the self powered golf bag cart 10 ofthe present invention will have extremely wide market acceptance andbroad industrial applicability.

I claim:
 1. A self propelled golf bag cart assembly, comprising:acarrying frame subassembly for supporting a golf bag in an orientationin which the contents thereof are accessible to a user; a first drivewheel subassembly and a second drive wheel subassembly, opposinglymounted to the frame subassembly by associated shoulder subassemblies insuch a manner that the drive wheel subassemblies in such a manner thatthe drive wheel subassemblies may be oriented in at least a use mode anda storage mode, said use mode being characterized as providing stablerolling support to the cart assembly, and said storage mode beingcharacterized by being more compact than said use mode; a castersubassembly mounted on the frame subassembly in a position so as toprovide, with the first and second drive wheel so as to provide, withthe first and second drive wheel subassemblies, tricycular rollingsupport for the bag cart assembly; a handle subassembly mounted on theframe subassembly at a position opposite the caster subassembly; anduser controllable electrical means for causing the drive wheelsubassemblies to propel the cart assembly at speeds and in directionsselected by the user; wherein the cart assembly is generally symmetricalabout a longitudinal vertical plane, both in said use mode and saidstorage mode; said use mode is further characterized by the first andsecond drive wheel subassemblies being commonly rotated on said shouldersubassemblies in a direction parallel to said longitudinal verticalplane so as to be separated longitudinally from the bottom portion ofthe frame subassembly, each of the wheel subassemblies being opposinglypivoted on said shoulder subassemblies in a direction perpendicular tosaid longitudinal vertical plane so as to be displaced outward from saidbottom portion, said caster subassembly being rotated in a directionparallel to said longitudinal vertical plane so as to be displaced fromsaid bottom portion in a direction opposite to the direction oflongitudinal displacement of the wheel subassemblies, and the handlesubassembly being pivoted outward from the frame subassembly within saidlongitudinal vertical plane; and said storage mode is characterized bythe wheel subassemblies being rotated on said shoulder subassemblies soas to be aligned directly against the opposing sides of the framesubassembly, the caster subassembly is pivoted so as to be situatedbetween the wheel subassemblies, and the handle subassembly is pivotedso as to lie longitudinally between the wheel subassemblies, butdisplaced above the wheel subassemblies, while not projectinglongitudinally beyond the extent of the frame subassembly.
 2. Theassembly of claim 1 wherein each of the first and second drive wheelsubassemblies includes:wheel means for engaging a rolling surface, suchas the terrain of a golf course; and electrical motor means mounted indirect conjunction with said wheel means such that said motor meansprovides direct rotational force to said wheel means in response tosignals from the user controllable electrical means.
 3. The assembly ofclaim 2 wherein the user controllable electrical means includes:batterymeans for storing and delivering electrical power; a power drive circuitincluding pulse width modulation means, independent motor powertransistor means for delivering modulated electrical power to each saidmotor means, and switch means for selectively interrupting said powerdrive circuit; and user controls, including speed control means forselectively controlling said pulse width modulation means, and turningcontrol means and power activation means, each of said turning controlmeans and said power activation means selectively controlling saidswitch means.
 4. The assembly of claim 1 whereinthe carrying framesubassembly includes elongated frame members to support the sides of thegolf bag and the caster subassembly includes at least a bag bottomsupport frame member to support the bottom of the golf bag.
 5. Theassembly of claim 4 whereinthe caster subassembly is pivotally attachedto said elongated frame members so as to be at least partiallyretractable when not in use.
 6. The assembly of claim 1 whereinthe firstdrive wheel subassembly and the second drive wheel subassembly eachinclude motor means for rotating a tire member so as to propel the cartassembly in a desired direction at a desired speed, said motor meansbeing independently connected to the electrical means such that thefirst drive wheel subassembly and the second drive wheel subassembly maybe independently driven.
 7. The assembly of claim 1 whereinsaid storagemode is characterized by the first drive wheel subassembly and thesecond drive wheel subassembly being arrayed adjacent to the lateralsides of the carrying frame, the caster subassembly being rotated upwardtoward the bottom of the carrying frame and the handle subassembly beingrotated downward toward the top of the carrying frame.
 8. A golf bagcart assembly for powered transport of a loaded golf bag, comprising;afolding frame structure which may be expanded to a use mode for use andcompacted to a storage mode for storage and transport, the folding framestructure including a central frame for providing support to the side ofa golf bag, a caster structure including a caster member pivotallymounted on said central frame and a caster wheel pivotally attachedthereto, said caster structure providing bottom support for the golfbag, and a handle structure pivotally mounted upon said central frame,said handle structure including a hand grip member for grasping by auser; a pair of opposing drive wheel structures mounted upon saidcentral frame by shoulder structures permitting controlled rotation inat least two dimensions, each said pair of drive wheel structuresincluding opposing wheel means and providing with said caster structure,tricycular rolling support for the cart assembly, and independentlycontrolled motor means for providing rotational force to said opposingwheel means; electrical power storage and delivery means; and electricalcontrols mounted on the folding frame structure so as to be readilyaccessible to the user, the electrical controls including poweractivation control means, speed control means and directional controlmeans, each of the electrical controls affecting the operation of saidmotor means; wherein the cart assembly is generally symmetrical about alongitudinal vertical plane, both in said use mode and said storagemode; said use mode is characterized by said wheel means being commonlyrotated on said shoulder structures in a direction parallel to saidlongitudinal vertical plane so as to be separated longitudinally fromthe bottom portion of the folding frame structure, each of said wheelmeans being opposingly rotated on said shoulder structures in adirection perpendicular to said longitudinal vertical plane so as todisplaced outward from said bottom portion, said caster structure beingrotated in a direction parallel to said longitudinal vertical plane soas to be displaced from said bottom portion in a direction opposite tothe direction of longitudinal displacement of said wheel means, and saidhandle structure being pivoted outward from the central frame withinsaid longitudinal vertical plane; and said storage mode is characterizedby said wheel means being rotated on said shoulder structure so as to bealigned directly against the opposing sides of the folding framestructure, said caster structure is pivoted so as to be situated betweensaid wheel means, and said handle structure is pivoted so as to lielongitudinally between said wheel means, but displaced above said wheelmeans, while not projecting longitudinally beyond the extent of thefolding frame structure.
 9. The assembly of claim 8 and furtherincluding:a remote control unit adapted to include additional useraccessible electrical controls for affecting the operation of said motormeans, said additional user accessible controls being analogous to thosemounted on the folding frame, and further including independent powersource means and electromagnetic transmitter means for generatingsignals in response to manipulation of said additional user accessiblecontrols; a remote control module mounted on the folding framestructure, said remote control module including receiver means forreceiving said signals and further including analyzing and distributionmeans for analyzing said signals and distributing corresponding controlsignals to said motor means.
 10. The assembly of claim 8 wherein:saidwheel means have a broad rolling width and are provided with pliabletire members such that the cart assembly may readily roll on golf courseterrain without causing damage thereto under normal conditions.
 11. Theassembly of claim 8 wherein:The electrical power storage and deliverymeans includes a storage battery and electrical wiring mounted on saidcentral frame.
 12. The assembly of claim 8 wherein:the electricalcontrols include a main power on/off switch, an activation switch, aspeed control and electrical steering controls.
 13. The assembly ofclaim 12 and further including:a timer control to activate said motormeans for a selectable fixed interval.
 14. The assembly of claim 12wherein:said activation switch is in the form of a button situated onsaid hand grip member and said speed control includes a speed controlknob located on said hand grip member.
 15. The assembly of claim 12wherein:said electrical steering controls are activated by rotating saidhandle grip to switchably alter electrical power delivery to saidrespective motor means.